Equalizing device for vehicles



'To @ZZ-whom t may concern:

NITED- STATESV PATENT OFFICE.

HENRY B. CROSS, OF SYRAOUSE, NEV YORK.

EQUALIZING. DEVICE FOR VEHICLES.

SPECIFICATION forming part of Letters Patent No. 510,676, dated December 12, 1893.

Application filed December 19, 1892. Serial No. 455,625. (No model.)

Be it known that I, HENRY B. CRoss, a citizen of the United States, residing at Syracuse, in the county of Onondaga and State of New York, have invented certain new and useful Improvements in Equalizing Devices for Vehicles; and I do hereby declarel the following to be a full, clear, and exact description of the invention, such as will enable others skilled in the art to which it appertains to make and use the same, reference being had to the accompanying drawings, in which- Figure 1 is a side or longitudinal elevation of my improved equalizing device for vehicles as operatively applied to a street-car (or other spring vehicle); and Fig.2 is alike representation Iof my device as embodying a slight variation or modification in detail oonstruction, and applied substantially similar.

Like letters and figures of reference indicate corresponding parts throughout the views of the drawings. v

The object of my present invention is to provide an equalizing device for vehicles which, while broadly adaptable by immaterial or slight variations for all varied species of spring-vehicles, is more especially de signed for, and particularly calculated for street-cars wherein electricity, traveling cables or horses are utilized as a motive power. Furthermore, the purpose of my invention is, the production and adaptation of -an equalizing appliance for the purposes specified, which, not only is applicable of conjoint; attachment to the body and running-gear of street-cars, (preferably those electrically operated,) which are in progress of construction; but equally readily applied to the body and gearing of cars already in active service. Additionally, the purpose of my invention is, the embodiment of an equalizer device of the nature aforementioned,wherein the equalizing mechanism broadly comprlses a compound leverage, stationary fulcrum points, a

hinged centraly connection of the two .coact ing levers conjointly formingl a compound lever construction, and a loose connection of the non-abutting'ends of said levers with the body portion of a vehicle.

Specifically the intent of my invention is, the production of a devicel of the character described comprising in its detail formation satisfactory distance.

a novel and co-operative arrangement of its united parts. y v

My invention consists in the novel features of construction', combination of parts, and operation a'nd co-ad aptation hereinafterset forth, and specifically enumerated in the clauses of the claim hereunto anneXed.

It is constructed as follows z-l is the flooring-timber or bottom stringers o f a car body, 2 (in dotted work) a railway rail or rails, and 3 (also in dotted work) customary car-wheels journaled by bearings in the truck gearing or frame-work of the cars running-gear, and Ain this instance, by way of exemplification solely, shown as journaled by their axles in the frame-bar 4 of the running-gear'framework.

Referring directly to my device,4 A is a compound-lever located a suitable distance beneath the bottom of the car, longitudinally therewith, and preferably located at a point midway the cars width, the lever (suitably connected) extending parallel the car body a This compound lever comprises two elongated lever-sections orcompanion levers B, B, ot' substantially the comparative length, width and thickness shown, or the proportions and contour varied as desired, disposed jlineal end to end, their sides perpendicular, and on diametrically opposite planes located normally slightly inclined from a horizontal, which lever sections B, B, are respectively fulcrumed upon the car-wheel axles or between the forward and rearward 'wheels to the framework of the running-gear,

in this instance represented as respectively fulcrumed to vertical standards C, C, by pivot-pins a, a, one disposed transversely central each standard and passing through an opening in the lever-section working in t-he slot of the standard; which standards are rigidly secured to the frame-bar 4, (or other satisfactory part of the gearing-frame) by bolts b, b. The companion levers creating in unison the compound-leverA,are respectivelyfulcrumed centrally or practically centrally their lengths, and, at their inner ends meet centrally between their fulcrum points, forming at such' junction a permanent loose-joint or hinged connection D; said central connection of the lever-sections B, B, being indicated in Fig. l,

4as a segmental gear connection E, the meet- IOO ing ends thereat having teeth or cogs c, c, whose peripheral sweep is described by a semi-circle whose point for describing the arc is located at the pivotal fulcrum center of the respective lever-sections, and thus the meshing of the central toothed ends permits of the raising or depression of the sections while engagingly retained together centrally their fulcrums; while in Fig. 2 the aforementioned longitudinally central hinged connection of the compound-lever A, entire, is of varied formation, as denoted at F, the abutting ends being semi-circular or curved as at d, d, on similar yet antagonistic curves, described from similarly opposite points, Whereby vertically edgewise two convex faces impingingly meet, and said convexed extremities of the lever sections are retained lineally parallel, and yet free to Work, by a lon gitudinally slotted guard or retention plate G, provided on a line perpendicularly central with two transverse pivot-pins c, e, passing through the guard-plate walls and the meeting extremities of the lever sections lying one against the other in the guards slotway; a pivot-pin thereby being provided for each of the ends aforesaid, as clearly indicated.

The longitudinally-outward extremity of each lever-section B, B, (being the forward and rearward terminations of the aggregated compound-lever A,) are loosely connected to the ooring-timber or bottom stringere of the car-bod y either by means of vertical connecting-bars, or links, or rods H, lH, pivotally secured at their lower ends to the contiguous outer extremities of the compound-lever formation A by pivot-pins f, f, and at their upper ends pivotally connected to brackets or hangers J, J, by pivot-pins g, g; said brackets being firmly secured to the under side of the car body by bolts 7L, h, as shown; or else the outer extremities aforesaid of the compound lever have short longitudinal slots t', t', respectively, receiving loosely pivot-pins j, j, extending transversely through the walls of the slotted brackets J, J', and through the slotted opening in the levers ends, the slots being sufficiently elongated to permit of requisite play thereof on the pins, which attachment in the manner shown is practically analogous to the first illustrated formation, a virtually similar loose or pivotal connection being resultant. Said brackets J', J are firmly secured to under side of vehicle body by suitable bolts 7L', h.

As is evident, my appliance is susceptible of being erected right within the frame or gearing of the car, as well as located above it. Moreover, that the vertical bars or rods lvl, H, may be, if desired, disposed or hung centrally within the customary coiled carsprings.

The construction illustrated in Fig. l, is the more particularly adapted to be inserted in the frame or gearing of cars being built, or under construction, and that modified form shown in Fig. 2 is especially applicable for those already built and in use. However, either form of construction may bc applied to car-running gear already constructed, although in certain respects,the modified form illustrated in the second figure of the drawings is most applicable.

When my device is erected, within a space allowed for it, in or between the frame-formation of the running gear, it will practically be unobservable to the casual inspector.

The construction shown, both in a broad sense and specifically, insures preventation of the usual oscillation and vibration whereto cars, particularly streetcars, and other vehicles are subject, for the reason that my device properly applied thereto equalizes the customary injurious and disagreeable oscillatory motion of the car or other vehicle,caus ing as it does, the usual car-springsto operate in unison and with perfect uniformity.

A depression of extremity of the car and contiguous end of the compound-lever necessarily causes the opposite outer end and hinged central portion located midway the points of fulcrum, to assume positions upon a corresponding horizontal plane, t'. e., the forward and rearward pivotal extremitiesof the compound lever and its hinged connected central portion invariably assuming and occupying a plane parallel with the bottom of the car-bod y. Thus it is evident, that the perfect equalization caused by my equalizer device retains practically continuous `the car floor parallel with the gearing frame.

The utilization of my device prevents rocking of the running gear or dynamo machinery, pounding of the rails and road-bed, and all other injurious rocking of the car body and its mechanism, and entirely obviating those features of rocking, jarring and acute vibrations so disagreeable and discomforting to passengers in the car.

Obviously, although I illustrate and describe two modified forms of construction of my device, one slightly differing from the other in detail formation, yet not in principle, it is apparent that my device is, so far as detail formation is concerned, susceptible of more or less variations or modifications that would come within the broad purview thereof, and be no departure from the true intent and broad scope of my invention.

Having described my invention, what I claim as new, and desire to secure by Letters Patent, is

l. In combination with a car and its running gear or truck a system of equalizing levers with their inner abutting ends loosely connected together, at or near their central portions fulcrumed in or on the truck, or gear, their outer extremities loosely connected to the body by adjustable connecting rods or links all combined, thereby insuring the absolute disposal and retention ofthe leversin a practically horizontal position, parallel with the body and truck, for the purpose set forth and described.

IOO

2. A car having equalizing levers B B loosely connected to each other at their inner abutting ends, and at or near their centers fulcrumed in or on the gear or truck, their outer ends connected to the car body by links or connecting rods, thereby insuring normally the retention of the equalizing levers upon a practically horizontal plane, su bstantially as set forth.

3. In an equalizing device, in combination, equalizing levers B. B. normally located on a practically horizontal plane their inner contacting ends loosely conneeted'together, the levers at or adjacent their centers suitably fulerumed in or on the running gear or truck, their outer ends connected by links orV conneeting rods to the body of the car, substantially as speeied.

4. In combination with running gear of a car the herein described equalizing device comprising a pair of levers on each side of a car, having their central portions fulcrumed in or on the gear, theirwinner abutting ends loosely connected together, their outer extremities connected with adjustable connecting rods to the car body, so as te insure in normal operation thereof the disposal of the in ner and outer ends of the equalizing levers on a corresponding horizontal plane parallel to car body. substantially as specified.

5. In an equalizing device the equalizing levers B B disposed lengthwise parallel with the car, their inner abutting ends loosely conp nected together devoid of intermediate connections, said levers at or adjacent their eentral portions fulcrumed in or on the gear or truck, their outer ends loosely connected by connecting rods or links to the car body, all combinedand operating substantially as set forth.

6. A car provided with equalizing levers B B fulerumed midway or thereabout their lengths in or on the running-gear or truck, their inner ends loosely connected together in such manner as to insure direct abuttal of the facing ends, and their outer ends loosely connected by links or connecting rods to the ear body, all combined and operating as shown vand for the purposes described.

In testimony whereof I affix my signature, in presence of two witnesses, this 13th day of 

